Driving mechanism



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- D AW D w 8040 3 8% Dec. 31, 1935. D. DU BOIS DRIVING MECHANISM 9 Sheets-Sheet 8 Original Filed June 21, 1930 DQM $1 13 Dec. 31, 1935. D. l. DU BOIS DRIVING MECHANISM Original Filed June 21, 1930 9 Sheets-Sheet 9 A AiiifiiuBm NN WH DMQQ Patented Dec. 31, 1935 UNITED STATES ATEN'l QFFICE DRIVING MIEQHANISM Original application June 21, 1930, Serial No. 462,802. Divided and this application January 15, 1932, Serial No. 586,785

24 Claims.

The present invention relates broadly to a power transmission device, and more particularly to change speed mechanism whereby the load being driven by a prime mover may be set in motion, whereupon a shift is made to high speed driving connection.

It is well understood that a considerable problem is presented in bringing a load driven by a prime mover up to speed. .If change speed mechanism iuider the control of the operator is provided, such as to permit a stepping up in the speed of the parts, the interval elapsing before the step up in speed occurs is entirely dependent upon the skill of the particular operator in charge of the machine.

In accordance with this invention, difliculties of this character are obviated; and there is provided a driving mechanism automatically controlled and effective for ensuring commencement of operation at some predetermined relatively low speed with a transition under predetermined conditions only, from this speed to a higher speed.

This application is a division of application Serial No. 462,802, filed June 21, 1930, for Plastic forming apparatus.

In the accompanying drawings in which, for purposes of illustration and not as limiting my invention, I have shown one embodiment which the same may assume.

Fig. 1 is a plan view or" the driving mechanism, parts being shown in section;

Fig. 2 is a horizontal sectional view, parts being shown in plan, of the driving mechanism of Fig. 1;

Figs. 3, 4 and 8, taken together, are section-a1 views corresponding to Fig. 1, but on a much enlarged scale;

Fig. 5 is a vertical sectional view partly broken away and partly in elevation on line VV of Fig. 4, the worm wheel being shown principally in elevation;

Fig. 6 is a central vertical section on line VIVI of Fig. '7, partly broken away and partly in elevation showing the clutch driving mechanism;

Fig. '1 is a partial sectional view illustrating a portion of the driving mechantm in the position for slow speed driving;

Fig. 9 is a view in elevation from line IX-IX of Fig. 1, illustrating the automatic control mechanism for the change speed gearing;

10 is a view in side elevation of the mechanism for shifting the main clutch of the machine and is taken on line XX of Fig. 1;

Fig. 11 is a view in elevation of the solenoid motor it, together with the driving mechanism 1 are carried by the base ll of the machine.- This base is wheel mounted, one of the wheels [3 being shown in Figs. 1 and 2. When the machine has been properly located in correct relation to other apparatus with which it is designed to cooperate, a device It is screwed down into engagement with the floor of the shop to securely hold. the machine in position.

As disclosed in the parent application, the motor m is an electric motor, although it is to be understood that my invention is not limited to v this type of motor, and that other suitable types of prime movers may be employed. The outer end of the motor shaft is provided with a solenoid brake l5 which is automatically applied when the current it cut off from the motor. Electrical equipment for controlling such a brake may be readily secured, since such equipment is well known. To the other or inner end of the motor shaft is secured a combination gear comprising a bevel gear ii and a pinion IS, the pinion conveniently surrounding the hub of the bevel gear and being secured thereto for simultaneously rotating therewith. The bevel gear meshes with a bevel gear I9 secured to the shaft of a switch 28, which may be of any desired type and construction such, for example, as the well known Carpenter switch. In such a type of switch, starting of the motor opens the circuit through the same, and this circuit is closed when the motor is deenergized.

A spur gear 2| meshes with the pinion l8, this gear being secured to one end of a clutch shaft (see Fig. 2). A pinion 23 is'secured to the other end of this clutch shaft. A shaft 24 (see Figs. 2 and 4) is mounted co-axially with the clutch shaft 22. The shaft 24 is rotatably supported atone end in the hub 25 of a rotatablegear casing 25. Jack shafts 2! (preferably 3 in number) are rotatably supported in bearings provided by the casing 26, and extend lengthwise of the casing in substantially parallel relationship to the clutch shaft 22 and the shaft 24. The jack shafts are equidistantly spaced in concentric relation to the clutch shaft. To each of these jack shafts is secured a small gear 29 and a large gear 30. Meshing with the small gears 29 is a center gear 3! secured to the shaft 24 while the pinion 23 splined to the clutch shaft 22 functions as the second center pinion which meshes with the large gears 30.

With the construction just described, if the casing 26 is held stationary, the motor [0, through pinion 23 and the trains of gears 39, 29. and 3!, drives the shaft 2 5 at a, speed lower than the speed of the clutch shaft 22. This is obviously true, as during such a driving operation there is an initial speed reduction between the center pinion 23 and the large gears on the jack shafts 21, and a second speed reduction between the small gears on the jack shafts and the center pinion 3i. If, however, the casing 25 is locked to rotate with the clutch shaft, the gears 23, 30, 2 9 and 3! are held against relative rotation, and the shaft 2Q is accordingly driven by the motor 10 at the speedof the clutch shaft. For the purpose of thus locking the gear casing 26 to the clutch. shaft, I provide a clutch shoe 33 keyed at 34. to the gear casing 25'. In order to hold the clutch shoe 33 against rotation, slots 35 are formed in. the periphery thereof in such position as-to be engageable by a pin 36 actuated by mechanism. later to be described. A cone clutch 37 is feathered at 38 to the clutch shaft. A ship per 39.0ooperates with a groove in the outer end ofuthe cone clutch to effect movement thereof axially of the clutch shaft. When the cone is forced inwardly its periphery engages'a friction surface on the interior of the clutch shoe 33, and the. gearcasing 26 is accordingly locked for rotation with the clutch shaft, the pin 35 at this time being in the position illustrated in Fig. 3 out of engagement with any of the slots 35; r

The casing 26 may be mounted for rotation on ball bearings 48 supported in the housing 13!. Keyed to. the. shaft. 2 adjacent the hub 25 of the casing 26 is a bevel gear 42 meshing with a similar gear 43'. formed integrally with a sleeve 44, this sleeve being journalled on a stud A5. A spur gear ifiialso formed'integrally with the sleeve 44 meshes with. a gear 41 secured to the drive shaft. 48 which constitutes a continuously driven power take-on of the driving mechanism.

To'the-outer end of the shaft 24 (see Fig. 4) is secured a change speed pinion 5B meshing with agear 5] keyed to a worm shaft 52 (see Fig. 5). The gears 5 0 and 5| are herein referred to as change speed gears for the reason that by effecting a proper; substitution for the gears shown of gears of different sizes, the speed of the shaft 52 may be varied at will.

On the worm shaft 52 is a worm 54 meshing with a worm wheel 55 rotatably supported on a drive shaft 55. The hub 53' of the worm wheel 55 is provided with a clutch tooth 58 (Fig. 4) A shiftableclutchmemher 59 issplined to the drive shaft 55.5,andis: provided with a clutch tooth 59 which, when in engagement with the tooth 58, causesdriving of the apparatus or machinery which; is driven through the shaft 561' Thus; the main driving clutch just described controls the dri-ving conn e'ctionsbetween the motor and this machinery r the i e Qn theQWQrm shaft 52. adjacent the worm 55.

is keyed a pinion 52 meshing with a pinion 63 keyed to a trip mechanism drive shaft 64. A clutch member 65 (Fig. 3) is splined to the trip mechanism drive shaft 64, and is urged against a collar 66 by a spring Bl. A second shiftable clutch member 68 is splined to a hollow shaft 69. Cooperating with the clutch member 68 to move the same longitudinally of the hollow shaft is a clutch shifter m whereby engagement of the two clutch members may be effected for driving the hollow shaft. This clutch shifter is provided with an extension 'H formed with a bore in which is received th clutch locking pin 36 normally urged outwardly into the position illustrated in Fig. 3 by a spring l2. When the shifter 10 is moved to the left as viewed in this figure, the pin 36 will engage one of the slots 35 in the clutch shoe and hold the same against rotation, the clutch members 65 and 68 at this time being in engagement so that the hollow shaft 69 is rotated.

Formed on the hollow shaft 69 is a worm it (see Fig. 6), meshing with a worm wheel '15 rotatably mounted on a vertical shaft 16. A vertical trip pin His slidably received within the worm wheel 75, a spring 13 pressing the trip pin toward its lowermost position. A trip cam is is formed on the base of the drive housing in such position that during rotation of the worm wheel 15 in the direction of the arrow in Fig. 3, the

trip pin is caused to ride upwardly onto and over the trip cam. As the worm wheel nears the end of one complete revolution, the trip pin engages a lever arm of a trip lever B! secured to the vertical shaft 16. vided with forks 82 for engaging opposite sides of the clutch shifting member 39. The outer end of the lever arm 89 is sharpened or pointed, as indicated at 83, .to cooperate with a roller 84 carriedby a slide 85 pressed inwardly by a spring 86. Due to. this construction, it will be apparent thatmovement of the trip lever brings the pointed end 83 into engagement with the roller '84, so that when the pin passes the center of the roller, the roller will snap to its extreme position, thereby forcing the trip lever into its extreme position in the opposite direction and producing a quick throw o'r snap action of the trip lever.

The clutch shifting member 39 has a rearwardly projecting arm 88 to which is pivoted a link 89. The other end of this link is pivotally connected to. the clutch shifter iii. It will be apparent, therefore, that starting with the shafts 64 and 69 clutched together, as indicated in Fig. '7, the worm wheel 15 will be rotated for nearly a complete revolution, or until such time as the This trip lever is protrip pin 11 has been moved upwardly by the trip cam 19 tobring its upper endinto engagement with the lever arm 80. This will cause the right hand fork 82 to engage the clutch shifting member 39 and move the same to the left into the position shown in Fig. 3. This movement brings the cone 3? into engagement with the clutch shoe 33 to produce high speed driving of the machinery, and simultaneously moves the pin 36 out of contact with the teeth 35. Obviously, the shafts 64 and 68 are disconnected simultaneously with the withdrawal of the pin 36, the parts being interconnected for this purpose.

From the foregoing description, it will be apparent that starting with the parts in the position illustrated in Fig. 7, the shaft 26 will be driven at low speed-through the reduction gearing provided for this purpose and located in the housing 26. After a predetermined period of such slow speed rotation, the automatic trip mechanism will be actuated, independently of any act on the part of the operator, for shifting the cone clutch, and thereby establish such a driving relationship of the parts that the shaft 24 will be rotated at high speed. There is thus secured a condition of slow speed drive for a predetermined period effective for overcoming the friction of rest of the machinery, which period of slow speed drive is followed without manual intervention by the normal high speed operating condition, the two conditions following each other in definite sequence and timed relation.

Through the shaft 24 is driven a shaft 48 which constitutes a continuously driven power take-off of the driving mechanism. Through this same shaft 24 is also driven the machinery or the like connected to the drive shaft 56. I have furthermore provided a third power take-off driven from the shaft 24, in which power take-01f is embodied means for advancing or retarding the mechanism thus driven relative to the other mecha nism driven through shaft 24. The driving arrangement thus provided makes it possible to bring up to speed a plurality of driven elements, the change in speed being brought about automatically upon movement of one of the elements through a predetermined distance; and then while the drive of the plurality of elements is continued, one of these elements may be advanced or retarded relative to the others.

This third power take-off is shown more particularly in Fig. 8. To the outer end of the worm shaft 52 to which the change speed gear 5| is keyed, is connected a drive shaft 9|, this drive shaft in reality constituting an outward continuation of the worm shaft so as to rotate in unison therewith. To the outer end of the drive shaft 9I is secured a bevel gear 92. An intermediate shaft 93 is arranged co-axially with the shaft 9|, and carries a bevel gear 94 constituting a third power take-off driven from the shaft 24.

An adjustable casing 95 is supported by trunnion bearings 95a journaled in the differential housing H. Secured to and extending around the adjustable casing 95 is a gear 96 adapted to be rotated by a pinion 9'! secured to an adjusting shaft 98 extending through the differential housing H and carrying at its outer end a hand wheel 99 whereby the desired adjustment may be efiected.

Extending radially of the casing 95 is a plurality of studs I disposed in a common plane, and each carrying at its inner end an intermediate gear I9! meshing respectively with the bevel gear 92 on the drive shaft 9| and with a second gear I02 on the shaft 93. If the casing 95 be held stationary, the drive shaft 9| rotates the shaft 93 through the bevel gears IOI in the opposite direction, but without speed change. If, during the rotation of these shafts, the hand wheel 99 be rotated, the shaft 93 will be retarded or advanced relative to'the drive shaft 9|, depending upon the direction in which the hand wheel is rotated. This mechanism, therefore, constitutes a differential of generally standard characteristics whereby the power take-01f 94 may be speeded up or slowed down relative to the other elements, such as the shafts 48 and 55, driven through the shaft 24.

Automatic control The motor I0, where an electric motor is used,

is conveniently of the alternating current induc-- tion type. In Fig. 12 there are shown main al-- ternating current power. lines MI, M2 and M3. An automatic over-load safety mechanism I04 is provided for preventing burning out of the 5;; motor or of the other devices supplied with current from the power lines. Any suitable type of overload mechanism may be employed, this mechanism herein being shown diagrammatically as including induction coils for supplying n induced current to a circuit including heating elements. If sufficient expansion of the heating? elements takes place, due to their being raised to too high a temperature, a switch I05 is opened; As will be later explained, this switch I05 is in 1.55 series in a circuit which controls a main switch. solenoid I03a arranged to open and close the: main switch I03. The main switch I03 comprises four bars, of which three connect and disconnect the lines MI, M2 and M3 to the motor leads LI,

L2 and L3, respectively.

The armature shaft of the motor projects at both ends, one end carrying the gears I7 and I8, as fully described in connection, more particularly, with Fig. 1 of the drawings, the gear I1 meshing with a bevel gear I9 which drives the mechanism 20 including a switch for making connection between lines I06 and I06. At all times when the motor is running, this switch is opened, while as soon as the motor stops, the switch closes to connect line I06 to line I06.

The other end of the armature shaft carries an automatic brake I5 for stopping the motor whenever the supply of current thereto is cutoff.

'This brake is actuated by a brake solenoid I511 which, when energized, releases the brake so that the motor may run, a spring or equivalent device applying the brake when the solenoid is deenergized. A circuit including a wire I01 and a wire I08 supplies current to the brake soleo noid whenever .the switch I03 is closed, the wire I07 being connected to the current carrying line L2 and the wire I08 being connected to the current carrying line L3. Obviously, therefore, the brake solenoid is connected across one phase of its the alternating current supply, but is energized whenever current is supplied to the motor I0. Current for actuating main switch solenoid I030. is supplied by a circuit including a wire III, leading from the power line M3 to the switch I 05, so a line H2 leading from the switch I05 to the main switch solenoid I03a., and a circuit which will be further described and which returns by way of wire H4 connected to the power line M2.

Current flowing through line III, switch I05, line H2 and the main switch solenoid I03a flows also through a line I20 leading to one terminal of a stop switch I2I. The stop switch is biased to closed position, so that it normally bridges or connects its two terminals. Current, therefore, flowing through line 820 flows also through line I22, but will be interrupted if the switch I 2I is opened. The line I22 is connected to the line H4 whenever current is flowing to the motor I0, the connection being completed by a fourth bar on the switch I03 and a line I23. It will be apparent, therefore, that a circuit across one phase of the alternating current supply is completed through the switch I2I so long as current is flowing to the motor I0; and that whenever the switch I2I is opened, the solenoid I03a is deenergized, opening the main switch I03.

A start switch I 24 is provided for closing the circuit to the main switch solenoid I030. after the flow of suchcurrent has been interrupted. The V V start switch I24, which is normally in open posi tion,is adapted to closethe connection between:

the line II4and the line I20. In such case, the circuit across the main power line M2 and line M3' is'completed through the line I I4, switch I24, switch I2I, line I20, main switch solenoid I03a, line II2, switch I and line III. A spring or equivalent device (not shown) 'is arranged to open the main switch I03" whenever the" main switch solenoid I03a is de-en'ergized. The closing of the start switch I24 energizes the main switch solenoid for closing the main switch, as described. It is unnecessary to hold the starting switchclosed, once the main switch solenoid has been energized, since the fourth bar of the main switch I03 completes the circuit through the lines II4; I23, I22 and I20, this circuit being unbroken so long as the stop switch I2I remains closed. Since-the main switch I03'immediately opens if current ceases to flow through the main switch solenoid I03a, the'latter is de-energized and the motoris stopped if the stop switch I2I is opened. It will furthermore be noted that the driving mechanism may be stoppeddue to an overload, causing'opening of the switch I05.

The 'line I05 above mentioned. connects the line 'I I4'to the automatic switch in the mechanism 20: When this automatic switch closes, a' circuit-is'completedthrough" the wire I06, wire' I25, a contactor solenoid I26, line I21,-line I28 and line I29 connected to the main power line M3. This completes the circuit across the lines M2 and M3 and energizesthe contactor solenoid I26 to close a switchl30. The closing of this switch completes acircuit through line I3I connected to the main power line M2, switch I30,'line I32, a trip solenoid I33, line- I34; line I28 and line I29. A circuit is, therefore, completed'across lines M2 and M3 to energize such trip solenoid I33.

Asis shown in Fig. 9, the tripsolenoid I33 is connected by alink I36 to a lever arm I31 keyed at I38 to the shaft I39; To this shaft is also keyed a bevel gear I40 meshing with a similar gear I42 keyed to the vertical shaft 16. be obvious, therefore, that when the' trip solenoid I33 is energized, the shaft 16 will be rotated in the opposite direction to that effected by the worm wheel 15, this rotation swinging the lever 80 in a clockwise direction as viewed in Fig. 3,'to

bring the left-hand fork 82 into engagement with,

the clutch shifting member 39 for swinging it in a clockwise direction and disengage the cone clutch 31 from its shoe33. At the same time, the pin 36 is moved into engagement with one of the slots 35in the clutch shoe. Since the automatic switch 20 is opened while the motor is running and closed when the motor stops, the trip solenoid I33 is energized each time the motor stops and de-en'ergized when the motor starts. Due to this construction, each time the motor stops the cone clutch is automatically moved into its slow speed driving position, so that when the motor is again energized, driving of the shaft 24 and the various power take-offs must be initiated with the parts in a previously determined slow speed relation.

In convenient relationship to the starting switch I24, I provide a switch for controlling movement of the main clutch 59 and connecting and disconnecting the main driving gear ISI to or from the driving mechanism. This clutch is controlled by a clutch solenoid I44 (Fig. 11') included in a circuit which may be connected across the lines M2 and M3 by a switch I45. This circuit includeswire l29 a wire I46,-the clutch solenoid II; Willi I44, wire 'I41,,the switch I45, Wire- I48 and'wire" I3I. The switch I45'is controlled .by-a contactor solenoid which may be energized by the closing of the switch I50 which is conveniently located with relation to'the starting switch I24. Upon 5 closing of thisswitch I50,-a circuit is completed across the main power lines M2 and M3 by way of wire I23, wire I 29, wire I5I, contactor solenoid I49, a wire I52, the switch I50, wire I53, wire I06, the automatic switch in mechanism 20, wire I06 and wire II I.

It will be noted that upon starting of the motor, the'connection between wires I06 and I06 is broken. The closing of the switch I5 will, therefore, have no effect upon the clutch solenoid I44 if the motor is running, due to the break between the lines I06 and I 03. This precaution is taken to prevent any possibility of shifting of the main clutch during operation of the motor itself. The clutch solenoid I 44 (Fig. 11) is connected by a link I60 to an arm I SI of a lever freely'rotatably mounted on a shaft I63 in turn rotatably mounted in a support I64 (Fig. l). A ratchet wheel I65 is keyed to the shaft I63. As the arm IEI is swung downwardly, a spring pressed pawl I66 carried by the arm engages a tooth of the ratchet wheel I55 and effects a partial rotation thereof. A dash pot I 61 is connected by a link I 63 to the solenoid link I50. A spring I69 is connected to the opposite arm I10 of the lever from the arm ESI. This is a coil spring tending to pull the arm I30 downwardly when the clutch solenoid is de-energized. A lug I1I projects downwardly from the lever arm I10 and is engaged by an adjustable abutment screw I12 for limiting the downward movement of the lever arm.

To the shaft I63 (see Figs. 1 and 10) is secured a star wheel I14. Beneath the star wheel is the outer end of a clutch shifting lever I15 secured to shaft I16 of a main clutch shifting member I 11. A roller I18 is carried by the outer end of the lever arm I15 in position to be engaged by the teeth of the star wheel I14. A compression spring I19 disposed below an abutment I80 on the lower side of the lever arm I15 tends to swing the lever arm upwardly to maintain the roller I18 in engagement with the teeth of the star wheel, rotation of the star wheel therefore being effective for moving the lever through the medium of the roller I18' against the action of the spring I19. A spring pressed pawl I8I is adapted to cooperate with depressions I82 in one side of the star wheel I14 to maintain the star wheel in the position to which it is moved by the ratchet wheel I with the roller I18 in engagement with one of the high points of the star wheel. No latch mechanism is required to maintain the lever arm I15 in its raised position because at this time the roller I18 is intermediate two of the points of the star wheel and is held upwardly in this position by the spring I19.

The driving mechanism just described is connected to apparatus, machinery or other load to be driven through a main clutch 59. This main clutch 59 may be moved by the solenoid I44 into 55 engaging position only when the motor I0 is at rest, since at other times the source of current for the solenoid I44 is out 01? by the automatic switch mechanism I29. It is accordingly apparent that the mechanism for shifting the main clutch 59 is inoperative except at such time as the driving mechanism is stationary.

It will furthermore be noted that the solenoid I33 is supplied with current which flows through the automatic switch mechanism 2. As has been previously explained, the solenoid I33 pulls the lever arm I31 downwardly as soon as the flow of current through the automatic switch mechanism 20 is interrupted by stopping of the motor ID. This movement of the lever arm I31 withdraws the cone clutch from engagement with the clutch shoe; and accordingly the driving mechanism is left in condition for driving at slow speed whenever the motor is again supplied with current to start driving of the mechanism again. There is accordingly no need for the operator to take precautions to insure that the driving mechanism be so related as to drive at low speed when the motor ID is started, since such arrangement of the driving mechanism is automatically ensured. While the machinery is coming up to speed, the operator can give his attention to other duties, since the shift from low speed to high speed driving relation is automatically effected without the necessity of intervention on the part of the operator. It will be accordingly apparent that the starting and driving of the machinery is as nearly automatic as safety permits; and it is merely necessary that the operator determine that the machinery is ready for starting, and then to supply current to the motor I0.

While I have illustrated and described one specific form of driving mechanism, it will be understood that the invention is not restricted to the particular construction and arrangement shown, but may be variously modified within the contemplation of the invention and under the scope of the following claims, not only with respect to the mechanism itself, but also with respect to the uses or purposes to which it is placed.

I claim:

1. Driving mechanism comprising a prime mover, change speed mechanism operatively connected to said prime mover, an element driven through said change speed mechanism, and means for automatically effecting a change in the speed of said driven element through said change speed mechanism comprising timing mechanism driven by said prime mover for causing said change in the change speed mechanism; said timing mechanism setting itself to start with starting of the prime mover and to cause said change when driving through not more than a predetermined extent has been completed by said prime mover after starting.

2. In combination, a driven element, driving means therefor, operative driving connections between said driving means and said driven element including change speed gearing adapted to have the ratio of the gearing changed, and timing means timed by the extent of driving by said driving means for automatically effecting a change in the speed of said driven element by changing the gear ratio of the gearing, said timing means basing its timing period upon the starting of said driving means and causing said change in the gear ratio of the gearing, upon rotation of said gearing through not more than a predetermined extent after starting.

3. In combination, a driven element, driving means therefor, and operative driving connections between said driving means and said driven element, said driving connections comprising change speed gearing cooperating when in one relation to drive said element at one speed for a predetermined extent of movement only and cooperating when in another relation to drive said element at another speed indefinitely, and means timed by the rotation of said gearing for automatically changing from the first relation of said gearing to the second relation thereof.

4. In combination, a rotatable driven element, driving means therefor, operative driving connections between said driving means and said driven element including change speed gearing and means movable to different positions to hold certain gears of said gearing against relative rotation whereby a change in the speed of said driven element is produced, and means for automatically moving said movable means to produce a change in the speed of saiddriven element upon rotation of said driven element through not more than a predetermined angle, while continuing movement of said driven element.

5. In combination, a driven element, driving means therefor, operative driving connections between said driving means and said driven element including change speed gearing operable for effecting a low speed and'a high speed movement of said driven element and means movable to different positions to vary the operative relation between gears of said gearing whereby a change in the speed of said driven element from one speed to the other is produced, and means for automatically moving said movable means to produce a change from a low speed movement to a higher speed movement on the part of said driven element upon completion of not more than a predetermined movement of said element.

6. In combination, a driven element, driving means therefor, operative driving connections between said driving means and said driven element including change speed gearing, and means movable to different positions to change the gear ratio of said gearing whereby a change in the speed of said driven element is produced, means operable independently of the speed of the driving means and timed by the extent of driving after. starting for automatically moving said movable means to produce an increase in the speed of said driven element, and means inoperative so long as said driving means is in motion but operative upon stopping of said driving means for automatically adjusting said change speed gearing for low speed driving.

7. In combination, a driven element, driving means therefor, operative driving connections between said driving means and said driven element including change speed mechanism. having a clutch, said change speed mechanism being adaptable upon shifting of the clutch to produce high and low speed driving of said element, and means inoperative so long as said driving means is in motion to relate said change speed mechanism for low speed driving but operative upon stopping of said driving means for automatically shifting said clutch to relate said change speed mechanism for low speed driving.

8. In combination, a driven element, driving means therefor, operative driving connections between said driving means and said driven element including change speed gearing, and means t we r hg i driving m an and. sai v r w 12 ement including change speed gearingflandfmeans movable to different positions tovary the relation between gears of said gearing whereby highfor low speed of said driven element is produced, means for normally moving said movable meansinto high speed driving'position only upon completion of a predetermined movement of said element, and means for automatically moving said movable means into low speed driving position upon "stopping of said driving means.

' 10."In combination, a rotatable driven element, driving means therefor, operative driving connections-between said driving means and said driven element including change speed gearing and means movable to difierent positions to hold certain gears of said gearing for movement together whereby a certain speed of said driven element islpro'duced, or to release the gears whereby another speed of said driven element'is produced, ineansfor normally moving said movable means 'to hold said gears'to produce said certain speed of said driven element only upon rotation thereof through a predetermined angle, and meansfor automatically moving said movable means to re lease said gears toproduce said other'speed of said driven element upon stopping of saiddrivin'g means.

11. In combination, a driven element, actuating means "therefor, operative driving connections 'between said actuating" means and said driven element including change speed mechanism adjustable to produce high and low speedfiriving of said element, electrically actuated means for adjusting 'said change speed mechanism for low i speed driving, and a's'witch automatically actufrent to said electrically actuated means;

P IBIIncombinatiQn, a plurality of drive n ele merits; common driving means ior -said elements, operative driving connections between said driving means and one of said elements including changespeed mechanism, operative driving connections between saiddrivingimea'n's 'jand'the 'Qth'e'rbf said 'elementsfincluding said 'change speed mechanismysaid changefspeed mechanism comprising means for automatically effecting ,a simultaneous speed change in, both of said elenents upon movement'of one of the "elements through a predetermined distance, and means in said second mentioned driving fconnection foradvancing or retarding the other element relative to the first element. i

I4. In combination, a plurality of driven elementsfcommon driving means for said elements comprising a rotatable membena prime mover, and operative driving connections including change speed mechanism'between said prime mover and said rotatable member, said change speed mechanism comprising "means" for" automaticallyfiecti'ng a"speedchange said ro tatable member upon rotation thereof through not morethan a pr rmirie'd acn -"a aemi games .tiv d i sowed-i ns be -Wee se t b lmember andjeach of j Saidfidrivemele t dr vin o nectionto one of said .d i e including a s "ror a vancin 'Orretardiiig the "said element relative: to said rotatable member. v 5

' In combination, aprimemover, arotatable member driven" th eby'through chan'ge'fspeed 16; In combination, a prime mover a rotatable member driven""thereby through c a ge speed 20 mechanism'fsaid change speed mechanis edmprising marisfor automatically effecting a speed 'changem' 's'fai'd' rotatable "iiimber'up'on rotation thereof through not 'm'Cilfe' itha'r'i a predetermined angle, a plurality of'powertake offs, and operative'drivingconnections between each of said I powe'r't'ake-ofis' and said rotatable lii'iemben' the driving connection to one of said power' tal e: ofis embodying difi'rential gearing for advancing or retarding the said power 'take oifrelativef'to said 0 rotatable member the drivingc'onnectioiito another of said power take-offs beingc'ontrolld by 'a'clu'tchl' 17. In"'combination, a driven element, driving means thereforjoperative driving 'connectibns'between said driving means and said driven element including char'l'g speed gearing; and mea s mevable to different positions to change' 'thagear ratio of 'saidgear'ing whereby 'a"'change"in the speedof said driven element is' produced'ji'neans operable independently "of the speedbf "the 'dri'vmg means 'and timed by the lexter'itbf rotation of said 'gi'earing after startingfor'automatically moving said movable "means" to' produce an iiicrease in'the'spe'ed of saiddriven ele'rnenhasole- 1mm for restoring said movable means'to lower t speed position; "and asW-itch for supplying "eurreiit to' sai'd solenoid" only" when' s'ai'd "driving means hasstopped."

mil Driving" mechanism comprising driving means, automatic 'cl'i'afi'ge speed mechanism "operatively connected to said drivingv ties-ten drives thrau'giisam chang I nismty'sai'd' driving means, said change U mechanism being pi vidd with aitim ing ear ror'timingan increase in'thespeedioi said driven elementautoniatically 'eitect'ed by said ange e m said m s ar bein j ven 'v' s d means a be ii'f ts mea er: mirid tim 6: use t starting-pf 'Said H; ,i i. i' 2.

19. Driving mechanism comprising driving means','change speed'i' 'a'ring bperat'ively can," 't- 1d driving means, an'"'eleme'nt jdrive'n s'aid" change p ed gearingby saidldficl as able'to dififerentpositions it of said gearing whereby through 20. Driving mechanism comprising driving means, change speed gearing operatively connected to said driving means, an element driven through said change speed gearing by said driving means, means movable to different positions to change the gear ratio of said gearing whereby a change in the speed of said driven element is produced, and means for tripping said movable means to eiiect an increase in the speed of said driven element includin a timing gear for determining the time of the tripping by said tripping means, said timing gear being driven by said driving means and automatically reset upon stopping of said driving means so as to measure its timing period from the starting of said driving means.

21. Driving mechanism comprising driving means, change speed gearing operatively connected to said driving means, an element driven through said change speed gearing. by said driving means, means shiftable to different positions to change the gear ratio of said gearing whereby a change in the speed of said driven element is produced, a trip for quickly shifting said movable means to effect an increase in the speed of said driven element, a timing gear having a portion engageable with said trip to actuate the same, and operative driving connections between said driving means and said timing gear including a clutch disengaged upon actuation of said trip by said timing gear.

22. In combination, a motor, change speed gearing operatively connected to said motor to be driven thereby continuously so long as said motor is in operation, said change speed gearing including a friction clutch operable to change the gear ratio of said gearing, and means timed by the rotation of said gearing after starting of said motor for automatically shifting said friction clutch to produce a higher ratio of said change speed gearing,

23. In driving mechanism, change speed gearing comprising a driving element and a driven element mounted for rotation on the same axis, sun 5 gears secured to the adjacent ends of said elements, a gear couple rotatably mounted in a carrier and meshing respectively with said sun gears, said carrier being rotatably mounted on said axis to carry said gear couple orbitally about said axis, 1 a friction clutch for connecting said driving element and carrier for rotation together, and means for holding said carrier stationary; said lastmentioned means being releasable upon actuation of said friction clutch to connect said driving ele- 15 ment and carrier.

24. In combination, driving means, planetary gearing operatively connected to said driving means, an element driven through said planetary gearing by said driving means, said planetary gearing including a planetary gear carrier for controlling the gear ratio of said planetary gearing, means for holding said carrier stationary whereby low speed driving of said element is effected, a clutch for connecting said carrier to said driving means for rotation therewith whereby high speed driving of said element is effected, and means for automatically changing the gear ratio of said gearing a predetermined interval after starting including a device for shifting said clutch, a timing gear having a portion engageable with said device for simultaneously actuating said device and said carrier holding means so as to permit rotation of said carrier when said clutch is moved into engaged position, and means operatively connecting said driving means to said timing gear to drive the same including a clutch disengaged by said clutch shifting device.

DAVID IRVIN DU BOIS. 

